System, towed submersible and docking station for towed underwater recreational sightseeing

ABSTRACT

There is provided a system for towed underwater recreational sightseeing. The system comprises a towed submersible; a tow vessel; a docking station mechanically fastened to the tow vessel via a linkage, the docking station comprising a docking bay adapted for docking the submersible in use, the docking bay configurable between a docked configuration and a deployable configuration, wherein, in the docked configuration, the submersible is raised so as to be poised for boarding by passengers and wherein in the deployed configuration, the submersible is lowered for deployment in water; and a tow cable coupling the towed submersible and at least one of the docking station and tow vessel wherein, once the submersible has been deployed by the docking station in use, the tow cable is adapted for reeling out to locate the towed submersible a suitable distance from the docking station for the completion of a series of underwater manoeuvres under tow of the tow vessel and the reeling in after the completion of the underwater manoeuvres for docking of the docking bay.

FIELD OF THE INVENTION

The present invention relates to marine vessels and in particular, but not necessarily entirely, to a system comprising a towed submersible, towed vessel and docking station for towed underwater recreational sightseeing.

The invention has been developed primarily for recreational and tourism application and will be described hereinafter with reference to this application. However, it will be appreciated that the invention is not limited to this particular field of use.

BACKGROUND

WO 2013/178792 A1 (referred to herein as D1) discloses a system for automatically launching and retrieving, with no human intervention, marine or submarine vehicles (15) from a carrier ship (10) which remains in movement in order to limit the amplitude of the pitch and roll movements to which the vehicle is subjected. The system comprises a tiltable hinged ramp (11) which comprises a bottom (113) and edges (114, 115), and a towing means (14, 16) making it possible to control the sliding of the vehicle (15) along the ramp (11) during the launch and to hoist the vehicle (15) along the ramp (11) during the retrieval thereof. The ramp has a free end (112), the vertical position of which varies between a submerged position, in which said end is immersed in the water, and an above-water position, in which the ramp is in horizontal position. The system also comprises a buoyancy means which enables the free end to float on or near the surface of the water when the ramp is lowered. The bottom of the hinged ramp also has an outer surface configured such as to form a dry dock having a V-shaped or W-shaped cross-section, and a receiving and guiding means (13) comprising a receiving device configured such as to receive the end of the vehicle and to remain in contact with the vehicle during the launch and retrieval operations, the receiving device being driven with the vehicle by the towing means. The receiving device comprises vertical protection elements (131) intended for providing a frontal bearing for wings of the vehicle when the end thereof is inserted in the receiving device, the frontal bearing thus provided making it possible to contribute to keeping the vehicle aligned with the ramp.

DE 2620494 A1 (referred to herein as D2) discloses equipment for launch and/or recovery of submersibles from mother ships, and for moving them about on deck, comprises an A-frame (42) on horizontal pivots near the deck edge, able to plumb a trolley (200) on rails leading to a hanger and maintenance compartment (46). By means of hydraulic rams (92) the frame can be rotated to overhang the water. To reduce the hazards of the operation a working platform (100), vertically movable, is suspended from the apex of the frame. The line (128) for securing and supporting the submersible runs through this platform over a pulley (130) also in the apex of the frame, to a winch (126) on top of the hanger. The platform is configured to fit against the craft and steady it.

SUMMARY OF THE DISCLOSURE

Disclosed herein is a towable submersible system comprising a towed submersible, docking station and tow vessel. In embodiments the submersible is designed to hold 8 passengers, plus a pilot, and provides a comfortable yet thrilling platform for guests to experience underwater flight. The submersible is specifically designed to fly underwater at elevated speeds and perform a preset series of manoeuvres to entertain its occupants. The docking station and the tow vessel provide the supporting services and passenger space to maximize comfort, enjoyment and numbers of tours per day.

The submersible is towed by a vessel to reach the desired speed and performance. The level of power a tow vessel provides far exceeds that available to non-military independently powered submersibles. Surface power also greatly simplifies the submersible's operating logistics, leaving the battery power and propulsion system for emergency conditions only. This power and performance, which permits the execution of exciting dynamic underwater manoeuvres, is gained at the expense of operating depth. The submersible, in embodiments, is designed to dive to 100 feet, a limitation that will be rapidly obscured by the thrill of the craft's other performance characteristics. This shallower operating depth provides a substantial engineering safety margin, increasing passenger safety and system reliability at reasonable cost.

In embodiments, the submersible system can be used as a diver decompression chamber to a pressure of 3 ATA, the equivalent of 60 feet deep. The systems will offer the capabilities of a decompression chamber to the local community in which they operate, a regional benefit that will increase its likelihood of obtaining permits.

The second element of the system consists of a docking station designed to solve one of the greatest submersible tourism challenges: the boarding of passengers. This docking station offers a flexible operating platform that aims at simplifying logistics, minimize operational complexity and maximize daily throughput of passengers. The docking station integrates a lift system that easily and quickly brings the submersible out of the water and onto its deck, where passengers are safely de-boarded and new passengers welcomed. The docking station is designed to be a semi-permanent trailer to the tow vessel.

The final element of the system is the tow vessel, which provides the power for all towing and docking station activities. This includes all electrics, hydraulics and air, and the personnel needed to operate and maintain the submersible on its docking station. The tow vessel design is based on a Steber 52 ft motor craft, offering superior range and power for high-intensity operation. The tow vessel provides an additional seating and lounging area for larger groups, refreshment and point-of-sale space to enhance the value of the tour. The vessel's powerplant and range make the system fully autonomous and give it the ability to travel long distances on the open ocean for delivery or transition between operating locations.

As such, with the foregoing in mind, there is provided a system for towed underwater recreational sightseeing, the system comprising: a towed submersible; a tow vessel; a docking station mechanically fastened to the tow vessel via a linkage, the docking station comprising a docking bay adapted for docking the submersible in use, the docking bay configurable between a docked configuration and a deployable configuration, wherein in the docked configuration the submersible may be raised so as to be poised for boarding by passengers and in the deployed configuration may be lowered for deployment in water; and a tow cable coupling the towed submersible and at least one of the docking station and tow vessel wherein, once the submersible has been deployed by the docking station in use, the tow cable may be adapted for reeling out to locate the towed submersible a suitable distance from the docking station for the completion of a series of underwater manoeuvres and the reeling in at the completion of the underwater manoeuvres for docking in the docking bay.

The towed submersible may further comprise accommodation for passengers; a hull comprising a substantial transparent portion for the viewing of an underwater environment, the hull being positively buoyant, the hull comprising a watertight access hatch for boarding and disembarking passengers;

a tow cable attachment fastened to the hull for attachment to a tow cable; at least one control surface to control the orientation of the submersible when underwater, wherein in use the tow cable attachment can be adapted for allowing the submersible to be towed behind the tow vessel; and at least one control surface may be adapted to overcome the positive buoyancy of the hull when the submersible is being towed such that the submersible can dive.

The tow cable attachment may comprise a girdle.

The girdle may be pivotally coupled to the hull.

The girdle may be pivotally coupled to the hull to allow for differing pitches of the submersible in use.

The towed submersible may comprise a pilot control operably coupled to the tow vessel at least one control surface.

At least one control surface may be adapted to control the pitch, yaw and roll of the submersible in use.

Control surfaces may comprise pectoral control surfaces and tail stabilising control surfaces.

The towed submersible may contain means for supplying the passengers with oxygen.

The passenger oxygen supply means may comprise at least one of an air tank, an oxygen tank and a scrubber.

At least one control surface may be adapted to provide negative lift when the submersible is towed.

The towed submersible may include an umbilical attachment.

The umbilical may comprise data connectivity.

The data connectivity may comprise communication connectivity.

The communication connectivity may comprise at least one of audio and video data connectivity.

The audio data connectivity may be full duplex audio data connectivity.

The umbilical may comprise electrical connectivity.

The hull may comprise a construction consisting of cylinders.

The cylinders may be constructed of acrylic.

The construction may comprises intermediary circular ribs adapted for fastening adjacent cylinders together.

The towed submersible further may comprise tensioning rods adapted to tension the adjacent cylinders and circular ribs together.

The towed submersible may comprise an emergency propulsion system.

The emergency propulsion system may comprise thrusters.

The emergency propulsion system may comprise batteries adapted to power the thrusters.

The batteries may be externally located and substantially torpedo-shaped.

The towed submersible may comprise at least one escape hatch.

At least one escape hatch may be upwardly located to allow for escaping when the submersible is floating at the water's surface.

The escape hatches may comprise a forward and rearward located escape hatch.

The accommodation may comprise seats.

The seats may be collapsible.

The watertight access hatch may be forwardly located.

The watertight access hatch may be substantially domed.

The watertight access hatch may be substantially transparent.

The watertight access hatch may be hinged to the hull.

The docking bay may be located substantially centrally within the docking station.

The docking bay may comprise a rail system and a submersible engaging frame adapted for releasing and engaging the submersible, the submersible engaging frame being adapted to travel along the rail system such that wherein, in the docked configuration, the submersible engaging frame may be raised, and wherein, in the deployed configuration, the submersible engaging frame may be lowered.

The submersible engaging frame may comprise at least one of padding and strapping for protecting and securing the submersible in use.

The rail system may be shaped such that the submersible engaging frame travels along a deployment trajectory as the docking bay transitions between the docked configuration and the deployed configuration.

The deployment trajectory may comprise an initially rearwardly moving portion so as to provide leeway for an access hatch of the submersible in use.

The trajectory further may comprise a subsequently downwardly moving portion wherein the submersible engaging frame may be lowered to the water.

The rail system may be adapted such that when the engaging frame is lowered, the submersible engaging frame can be a rotated such that the submersible engaging frame is rearwardly downwardly angled such that the submersible enters the water at an angle.

The docking bay may comprises a linkage for linkage of the docking station to the tow vessel.

The linkage may comprises a mechanical linkage.

The mechanical linkage may be adapted to accommodate the orientation of the tow vessel in use with respect to the docking station as the tow vessel performs manoeuvres.

The mechanical linkage may be adapted to accommodate variance in pitch, yaw and roll between the tow vessel and the docking station in use.

The mechanical linkage further may comprise shock absorption.

The linkage may comprise an umbilical linkage.

The umbilical linkage may comprise data connectivity.

The data connectivity may comprise communication connectivity.

The umbilical linkage may comprise electrical connectivity.

The linkage further may comprise a tow cable accommodation adapted to allow the reeling out and the reeling in of a tow cable for the submersible in use.

The docking bay further may comprises a gangway adapted for allowing passengers to access the docking station from the tow vessel in use.

The gangway may be retractable.

Other aspects of the invention are also disclosed.

BRIEF DESCRIPTION OF THE DRAWINGS

Notwithstanding any other forms which may fall within the scope of the present invention, preferred embodiments of the disclosure will now be described, by way of example only, with reference to the accompanying drawings in which:

FIG. 1 shows a system comprising a tow vessel towing a docking station comprising a deployable towed submersible in accordance with embodiments of the present disclosure;

FIGS. 2-6 show various views of the submersible of the system of FIG. 1 in accordance with embodiments of the present disclosure;

FIG. 7 shows the docking station comprising the submersible in further detail in accordance with embodiments of the present disclosure;

FIGS. 8-11 show the stages of the deployment of the submersible by the docking station in accordance with embodiments of the present disclosure; and

FIGS. 12-14 show a smaller version of the submersible in accordance with a further embodiment of the present disclosure.

DESCRIPTION OF EMBODIMENTS

For the purposes of promoting an understanding of the principles in accordance with the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended. Any alterations and further modifications of the inventive features illustrated herein, and any additional applications of the principles of the disclosure as illustrated herein, which would normally occur to one skilled in the relevant art and having possession of this disclosure, are to be considered within the scope of the disclosure.

Before the structures, systems and associated methods relating to the system comprising a towed submersible, towed vessel and docking station for towed underwater recreational sightseeing are disclosed and described, it is to be understood that this disclosure is not limited to the particular configurations, process steps, and materials disclosed herein as such may vary somewhat. It is also to be understood that the terminology employed herein is used for the purpose of describing particular embodiments only and is not intended to be limiting since the scope of the disclosure will be limited only by the claims and equivalents thereof.

In describing and claiming the subject matter of the disclosure, the following terminology will be used in accordance with the definitions set out below.

It must be noted that, as used in this specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise.

As used herein, the terms “comprising,” “including,” “containing,” “characterised by,” and grammatical equivalents thereof are inclusive or open-ended terms that do not exclude additional, unrecited elements or method steps.

It should be noted in the following description that like or the same reference numerals in different embodiments denote the same or similar features.

Turning now to FIG. 1, there is shown a towed submersible system 1. As will be described in further detail below, the system 1 is primarily suited for recreational and tourism activities wherein tourists may experience an underwater environment inside a towed submersible.

The system 1 comprises three principal elements comprising the submersible 2, docking station 3 to dock the submersible 2 and a tow vessel 4 to tow the docking station 3 and submersible 2. The submersible 2 is designed to hold 8 passengers plus a pilot in preferred embodiments and are suited to provide a comfortable yet thrilling platform for experiencing underwater flight. The submersible 2 is adapted to fly underwater at elevated speeds and perform a preset series of manoeuvres to entertain the passengers. The docking station 3 and the tow vessel 4 provide the support services and passenger space to maximize comfort, enjoyment and numbers of tours per day.

The submersible 2 is towed by the tow vessel 4 so as to provide superior speed and manoeuvrability capabilities as compared to self-propelled submersibles. (Indeed, non-military self-propelled submersibles often disappoint novice passengers with their lack of speed.) The towing of the submersible 2 not only simplifies the system 1 but provides superior speed and manoeuvrability capabilities by utilising the power provided by the tow vessel 4.

Furthermore, the submersible 2 is designed to dive to 100 feet in preferred embodiments, a depth perfectly adequate for recreational and tourism application and which allows for substantial engineering safety margin, increasing the system's reliability and safety.

Furthermore, in embodiments, the submersible 2 may be utilised as a decompression chamber capable of pressures of up to 3 ATA, roughly equivalent to 60 feet deep.

The docking station 3 provides advantages in the waterborne boarding and disembarking of passengers of the submersible 2. As will be described in further detail below, the docking station 3 comprises a lift mechanism to raise the submersible 2 out of the water to deck level for disembarking and boarding of new passengers. The docking station 3 is adapted to be towed as a semipermanent trailer of the tow vessel 4, as will be described in further detail below.

The tow vessel 4 is adapted to provide the power for the towing of the docking station 3 in the submersible 2 and supplies electrics, hydraulics, air and personnel to operate and maintain the submersible 2. A preferred embodiment, the tow vessel 4 is based on the Steber 52 foot motor craft design having superior range and power for high-intensity operations. The powerplant and range capabilities of the tow vessel 4 allow for the operation of the system 1 at great distances across open ocean.

The submersible 2 is designed and manufactured and tested in accordance with ASME Pressure Vessel for Human Occupancy code (ASME PVHO-1 2012) and classed by the American bureau of shipping or by the European DMV-GL agency in Germany. As will be described in further detail below, the submersible 2 is designed to allow boarding through a large domed front hatch while docked within the docking station 3 and includes emergency escape hatches. Furthermore, the submersible 2 comprises control surfaces adapted to provide negative lift so that when towed through water, the submersible 2 dives. The submersible 2 is adapted to be positively buoyant such that when the submersible 2 is not being towed, the submersible 2 naturally returns to the surface.

Furthermore, the control surfaces are controllable from the submersible 2 cockpit allowing the pilots to manoeuvre the submersible 2 through a series of banks synchronised with a predetermined route of the tow vessel 4.

Submersible 2

FIG. 2 shows the submersible 2 in further detail. The submersible 2 contains passengers seated in seats while under way underwater.

As can be seen the submersible 2 is substantially cylindrical in shape, consisting of a series of transparent acrylic cylinders 12 interposed by supporting ribs 13 and tensioned with tensioning rods 14. In the embodiment shown, the tensioning rods 14 are located internally, so as to advantageously allow for larger-diameter acrylic cylinders 12 to provide greater internal volume for the submersible 2.

The body 15 of the submersible 2 may comprise steel PVHO rated to 100 feet depth.

As alluded to above, the submersible 2 comprises control surfaces 8 such as the pictorial control surfaces and tail control surfaces 8 as shown. The control surfaces 8 are adapted to provide negative lift such that when the submersible 2 is towed, the control surfaces 8 cause the submersible 2 to dive. In the embodiment shown, the front seat is the pilot seat and comprises controls adapted to allow the pilot to control the control surfaces 8 in use so as to manoeuvre the submersible 2. In a preferred embodiment, the pilot controls are adapted to allow the pilot to control the roll, pitch and yaw of the submersible 2 so as to provide semiautonomous directional control during underwater travel. In embodiments, the pilot seat may be located at the rear of the submersible 2.

The submersible 2 comprises a girdle 11 adapted for fastening to a towing cable 10. The cable 10 may further comprise an umbilical providing communication, control and telemetry data sharing with the tow vessel 4. In embodiments, the umbilical may also provide oxygen to the submersible 2 but, in a preferred embodiment, the submersible 2 contains oxygen tanks and/or scrubbers for self-reliance, especially in an emergency.

The submersible 2 further comprises a front access hatch 9 through which passengers enter and exit the submersible 2. Specifically, the front access hatch 9 is hinged to the body 15 so as to allow access to the interior of the submersible as substantially shown in FIG. 4. Furthermore, the girdle 11 may be pivotally coupled to the body of the submersible 2 so as to not only accommodate different pitches of the submersible 2 in use but allow for the opening of the front access hatch 9. In a preferred embodiment, the front access hatch 9 is transparent acrylic.

In the event of an emergency, the submersible 2 is adapted to be autonomous. As alluded to above, upon loss of towing power, the submersible 2 is adapted to return to the surface. In embodiments, the submersible is designed to have 4500 lbf of positive buoyancy.

In preferred embodiments as shown, the submersible 2 further comprises emergency thrusters 6 controllable by the pilot to manoeuvre the submersible 2 if required. Emergency thrusters 6 are powered by battery pods 5.

Furthermore, the submersible 2 comprises emergency hatches 7 adapted to allow the passengers to escape the submersible 2 in an event of an emergency. As is shown, the emergency hatches 7 are located at an upper surface of the submersible 2 so as to allow passengers to escape while the submersible 2 is floating. In the embodiment shown, the submersible 2 comprises forward and aft emergency hatches 7.

In embodiments, the submersible 2 has trim ballast compartments comprising metallic ballast to adjust for variable crew and passenger weight in use. Such a ballast system eliminates the need for active variable ballast systems.

In embodiments, the submersible 2 comprises surface air vent ports to permit air breathing at the surface. Furthermore, in embodiments, the submersible 2 may comprise sonar for low-visibility or beyond-visibility obstacle detection.

FIG. 3 shows a side elevation view of the submersible, FIG. 4 shows a front perspective view of the submersible 4 showing the front access hatch 9 in the open configuration, FIG. 5 shows a top view of the submersible 2 and FIG. 6 shows a bottom view of the submersible 2.

In embodiments, the submersible 2 may also be utilised as a diver decompression chamber so as to provide immediate diving-related incident treatments. In embodiments, the submersible 2 may itself be utilised as the hyperbaric chamber. However, in other embodiments, a separate collapsible and flexible mono place hyperbaric chamber may be coupled to the submersible 2 wherein the high-pressure air and oxygen tanks of the submersible 2 are adapted to pressurise the hyperbaric chamber.

Indicative dimensions of the submersible are as follows:

Dry Weight 24,000 lb. Gross displacement 28,500 lb. Length 19 ft 6 in. Height 78 in. Dive Plane Span 136 in.

Furthermore, indicative operational parameters of the submersible 2 are as follows:

-   -   Crew 1 Certified Pilot+8 Passengers     -   100 ft maximum depth     -   Maximum submerged speed of 7 knots     -   Umbilical Power, Telemetry, Communication     -   Emergency Life Support, Power, Propulsion

Docking Station

FIG. 7 shows the docking station 3 in further detail. As alluded to above, the docking station 3 will accommodate the necessary systems for storing, deploying and maintaining the submersible 2. The docking station 3 will further incorporate sufficient deck space to enable cleaning and maintenance of the submersible by operators and entry and exit of the submersible by passengers in use.

The docking station 3 comprises a hitch 17 adapted to provide mechanical and electrical connections between the docking station 3 and the tow vessel 4. Furthermore, the hitch 17 enables the docking station 3 to roll, pitch and yaw independently of the tow vessel 4 while preventing bumping between the docking station 3 and the tow vessel 4 in use due to waves and other forces. In a preferred embodiment, the towing cable 10 will be anchored to the tow vessel 4 and will pass through the docking station 3 for attachment to the submersible 2.

Indicative dimension is of the docking station 3 are as follows:

Weight with Equipment 17,500 lb. No. Hulls 2 Max displacement 54,000 lb. Length 37 ft. Height 20 ft. Width 24 ft. Minimum Freeboard 21 in. Maximum Draft 56 in. Deck Area 463 sq. ft

Furthermore, indicative operational parameters of the docking station 3 are as follows:

-   -   Crew 3 Operators+8 Passengers     -   Umbilical Power, Telemetry, Communication for submersible 2     -   Unloaded Freeboard 49 in.     -   Unloaded Draft 28 in.     -   Loaded Freeboard 30 in.     -   Loaded Draft 47 in.     -   Minimum water depth for submersible deployment is 10 ft.

In a preferred embodiment as shown in FIG. 7, the docking station 3 comprises dual catamaran-style hulls 18 primarily for stability. Furthermore, the docking station 3 comprises an access ramp 19 and rails 20 to allow passengers to pass between the tow vessel 4 and the docking station 3. Furthermore, as alluded to above, the docking station 3 comprises sufficient decking space so as to allow passengers to board and disembark from the submersible 2 via the front access hatch 9. The docking station 3 further comprises a sun cover 22.

It can also be seen that the docking station 3 comprises a docking bay 23 adapted for raising and lowering the submersible 22 and from the water's surface.

FIGS. 8-11 specifically show the operational transition of the docking bay 23 as the submersible 2 is lowered to the water 24.

Referring specifically now to FIG. 8, the docking bay 23 comprises a submersible engagement frame 25 adapted to support and engage the submersible 2. As will be described in further detail below, the engagement frame 25 is adapted for lowering the submersible to the water surface 24.

The engagement frame 25 will be used to raise, lower, support and stabilize the submersible. The engagement frame 25 comprises a rectangular support deck with an area slightly greater than that of the base of the submersible 2. The engagement frame 25 integrates straps and pads to help soften any underwater impacts and to more completely support and secure the submersible 2 while at deck level.

Specifically, in a preferred embodiment shown, the engagement frame 25 is adapted to engage rail system 26. In this manner, as the submersible 2 is lowered to the water surface 24, the engagement frame 25 is adapted to substantially follow the trajectory determined by the shape and configuration of the rail system 26.

The rail system 26 enables the frame 25 to enter or exit the water in a smooth, controlled motion using a large single hydraulic ram or winching system, or two smaller hydraulic ram or winching systems (one for each side). A total of four rails 25, two symmetric rails at the front of the docking bay 23 and two symmetric rails at the rear of the docking bay 23, mount to the heavy-duty engagement frame 25. The docking bay 23 is connected to these rails 25 via high-load wheels and skid pads, designed for maximum life operation and ease of maintenance.

The location of the rails 25 and wheels in relation to the docking bay 23 are designed such that the rear of the docking bay 23 pitches downward faster than the front as it is lowered into the water. This pitching motion allows the submersible to more reliably enter and exit the platform while in the water. The motion of the submersible and platform system is best described through FIGS. 8-11.

As such, as is shown in FIG. 8, the submersible 2 is in the docked configuration for boarding. When at deck level the wheels are resting on flat sections of the deck, enabling easy pinning for added security. The front access hatch 9 of the submersible opens approximately 6″ above deck level for access once the girdle 11 has been lifted. All sides of the submersible 2 are easily accessible for cleaning and maintenance.

Turning now to FIG. 9, the docking bay 23 first moves straight back before descending. This first movement guarantees that the door will be clear of the deck while descending.

Turning to FIG. 10, as the docking bay 23 lowers, it simultaneously rotates. This causes the rear portion of the submersible 2 to touch the water first. The submersible 2 starts to float when the water level reaches the rear stabilizing fins. At this point the docking station 3 will start to rise due to offloading of the substantial weight of the submersible 2. The total change in deck level from loaded to unloaded will be in the range of 16 to 20 inches, depending on the final design of the hulls. During this offloading phase the front of the submersible will stay in contact with the platform. The docking bay 23 will appear to only rotate during this time, as the vertical motion of docking bay 23 along the rails 26 will be counteracted by the raising of the rails 26 themselves with the rest of the docking station 3.

Turning now to FIG. 11, after unloading has been completed, the submersible 2 will float with the water at the level of its rear stabilizing fins. The docking bay 23 at its lowest deployment will extend a total of 10 feet under the surface of the water at its lowest point. The angle of the docking bay 23 relative to the deck 21 while at this deployment will be approximately 13 degrees.

The launch sequence is performed while the tow vessel 4 and docking station 3 are moving forward at a nominal speed into the prevailing weather. As the submersible 2 is launched into the water, the forces of drag guarantee that the water is constantly pulling the submersible 2 out of the docking bay. This allows the precise control of the launch exit rate by the simple control of the winch release rate. The same advantages are present when recovering the submersible 2, such that the rate of approach into the docking bay 23 is completely controlled by the winching rate, and there is no chance for the submersible 2 to lurch unexpectedly forward due to water motions. In embodiment, the winch rate may be controlled from a control device located within the submersible 2, docking station 3 or tow vessel 4.

Recovery of the submersible 2 from the water follows the opposite order of operations as those previously described. The pilot will need to position the submersible 2 in the correct spot on the platform and retract the primary control fins 2 before the docking bay 23 can be raised. Crew members on the deck of the docking station can help position the submersible 2 but the main alignment mechanism is the forward movement of the boat. The drag forces will ensure the submersible 2 centres itself within the docking bay 3 and the boat captain can take the best possible heading into the weather to facilitate recovery.

Raising and lowering of the submersible 2 is expected to take approximately 60 and 30 seconds respectively. This speed enables a quick turnaround between groups of passengers.

The docking station 3 is specially connected to the tow vessel 4 through the mechanical linkage 17 that allows the docking station 3 and the tow vessel 4 to act as a tractor and trailer combination. The safe and stable interconnection between the docking station 3 and the tow vessel 4 is designed to reduce the cost of the docking station 3 while meeting all safety requirements in case of damage. This linkage 17 will enable the docking station to operate without an independent power supply, reducing both cost and complexity. Separate power and service linkages are planned as semi-permanent connections between the vessels. A walking platform 19 is also included, to allow passengers to cross over between the docking station 3 and the tow vessel 4.

The linkage 17 comprises a mechanical linkage. This linkage consist of a combination of steel cables and shocks/springs with flexible specialty couplings to allow 6 degrees of movement at each connection point. The focus is on stability of the docking station 3, simplicity of connection for durability and reliability, and redundancy in case of single event failures. This combination of components enables the tow vessel 4 to rotate along its cardinal axes nearly freely but should prevent the front of the docking station from bumping into the rear of the tow vessel 4. Additionally, these components keep the centres of the front of the docking station 3 and the rear of the tow vessel 4 in the same relative positions, making linkages simpler.

Additional support linkages consist of electronics, power, and hydraulic cables connecting the docking station 3 and the tow vessel 4. These cables are positioned as necessary to prevent the cables from being crushed or dipping into the water.

The passenger linkage 19 provides a simple drawbridge connected to either the tow vessel 4 or the docking station 3. This drawbridge would be allowed to move small amounts on the receiving deck of the other vessel to compensate for relative rotation.

The final linkage between the two vessels is the tow cable 10 for the submersible 2. The cable 10 will be routed via pulleys or other devices such that it will be clear of all deck space on both vessels.

Exemplary physical characteristics of the docking station 3 are as follows:

-   -   Number of Occupants: 19 (1 Pilot+3 Crew+16 Passengers)     -   Deck Area 463 sq. ft.     -   Total Payload on Deck: 36,500 lbs Max, 28,000 lbs Typical     -   Passenger Environment: Shaded, Open     -   Length: 37 ft     -   Height: 20 ft     -   Width: 24 ft     -   Dry Weight: 17,500 lbs     -   Displacement in Water Up to 54,000 lbs

The linkage 70 may comprise:

-   -   Mechanical 3 DOF buffered connection to tow vessel     -   Support Cables Hydraulic, Power Supply, Electronics     -   Passenger Bridge to tow vessel     -   Umbilical Tow Cable TBD

Exemplary performance characteristics of the docking station 3 are as follows:

-   -   Maximum Draft 60 in.     -   Draft While Unloaded 28 in.     -   Minimum Freeboard 21 in.     -   Maximum Speed While Towing 6-8 knot     -   Maximum Speed While Loaded TBD     -   Maximum Speed While Unloaded TBD     -   Maximum Sea State 3     -   Propulsion Type: None     -   Services Power Supply: 120V DC     -   Submersible Lowering Time 30 seconds     -   Submersible Lifting Time 60 seconds

turning now to FIGS. 12-14, there is shown a further embodiment of the submersible 27 wherein, as can be seen, the submersible 27 is a smaller version than that of the submersible 2 provided above.

As can be seen, the submersible 27 comprises an upper access to 28 which may be hingely openable so as to allow the passengers to enter and exit the submersible 27. Beneath the dome, the submersible 27 comprises seating. In the embodiment shown, the sitting comprises a forward row and a rearward row. In the embodiment shown, the forward row comprises seating for two passengers and the rearward row comprises seating for a single passenger. It should be noted that in differing seating configuration may be provided within the purposive scope of the embodiments described herein.

Furthermore, the rearward seating may be elevated so as to allow the passengers on the rearward seating to view above the heads of the passengers in the forward seating.

In embodiments, the rearward seating may be provided with controls such that the operator of the submersible 27 may operate the submersible 27.

As can be seen, in embodiments, the submersible 27 may comprise further rearward seating located beneath a further transparent escape hatch dome 29.

The escape hatch dome 29 may be provided for use as an escape hatch during emergencies so as to meet certification requirements. As can be seen, the escape hatch dome 29 is smaller than that of the larger transparent dome 28 long for the opening thereof underwater pressure. As can be seen, the submersible 27 may comprise a seat beneath the escape hatch dome 29 for an additional passenger. Furthermore, the submersible 27 may be configured such that controls are provided for the rearward seating such that the operator may sit beneath the escape hatch dome 29 and control the operation of the submersible 27.

As can be seen, the submersible 27 further comprises control surfaces such as by controlling pectoral control surfaces 32 and tail control surfaces 30. The submersible 27 may further comprise thrusters 31 so as to be able to operate when not been towed.

In embodiment, the submersible 27 may further comprise oxygen supplies 34, carbon dioxide scrubbers 33 and the like.

Interpretation Embodiments

Reference throughout this specification to “one embodiment” or “an embodiment” means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment, but may. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to one of ordinary skill in the art from this disclosure, in one or more embodiments.

Similarly it should be appreciated that in the above description of example embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the Detailed Description of Specific Embodiments are hereby expressly incorporated into this Detailed Description of Specific Embodiments, with each claim standing on its own as a separate embodiment of this invention.

Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form different embodiments, as would be understood by those in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.

Different Instances of Objects

As used herein, unless otherwise specified the use of the ordinal adjectives “first”, “second”, “third”, etc., to describe a common object, merely indicate that different instances of like objects are being referred to, and are not intended to imply that the objects so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.

Specific Details

In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practised without these specific details. In other instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

Terminology

In describing the preferred embodiment of the invention illustrated in the drawings, specific terminology will be resorted to for the sake of clarity. However, the invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents which operate in a similar manner to accomplish a similar technical purpose. Terms such as “forward”, “rearward”, “radially”, “peripherally”, “upwardly”, “downwardly”, and the like are used as words of convenience to provide reference points and are not to be construed as limiting terms.

Comprising and Including

In the claims which follow and in the preceding description of the invention, except where the context requires otherwise due to express language or necessary implication, the word “comprise”, variations such as “comprises” or “comprising”, and synonyms such as “consisting of” or “contains” are used in an inclusive sense, i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features in various embodiments of the invention.

Any one of the terms “including” or “which includes” or “that includes” as used herein is also an open term that also means including at least the elements/features that follow the term, but not excluding others. Thus, including is synonymous with and means comprising.

SCOPE OF INVENTION

Thus, while there has been described what are believed to be the preferred embodiments of the invention, those skilled in the art will recognize that other and further modifications may be made thereto without departing from the spirit of the invention, and it is intended to claim all such changes and modifications as fall within the scope of the invention. For example, any formulas given above are merely representative of procedures that may be used. Functionality may be added or deleted from the block diagrams and operations may be interchanged among functional blocks. Steps may be added or deleted to methods described within the scope of the present invention.

Although the invention has been described with reference to specific examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms. 

1. A system for towed underwater recreational sightseeing, the system comprising: a towed submersible; a docking station, the docking station comprising a docking bay adapted for docking the submersible in use, the docking bay configurable between a docked configuration and a deployable configuration, wherein, in the docked configuration, the submersible is raised so as to be poised for boarding by passengers and wherein in the deployed configuration, the submersible is lowered for deployment in water; and a tow cable coupling the towed submersible and the docking station wherein, once the submersible has been deployed by the docking station in use, the tow cable is adapted for reeling out to locate the towed submersible a suitable distance from the docking station for the completion of a series of underwater manoeuvres under tow and the reeling in after the completion of the underwater manoeuvres for docking of the docking bay.
 2. A system as claimed in claim 1 wherein the towed submersible comprises: accommodation for passengers; a hull comprising at least a substantially transparent portion for the viewing of an underwater environment, the hull being positively buoyant, the hull comprising a watertight access hatch for the boarding and disembarking of the passengers; a tow cable attachment fastened to the hull for attachment to a tow cable; at least one control surface to control the orientation of the submersible when underwater wherein, in use: the tow cable attachment is adapted for allowing the submersible to be towed behind the docking station; and at least one control surface is adapted to overcome the positive buoyancy of the hull when the submersible is being towed such that the submersible is adapted to dive to the underwater environment.
 3. A system as claimed in claim 2, wherein the tow cable attachment comprises a girdle and wherein the girdle is pivotally coupled to the hull. 4.-5. (canceled)
 6. A system as claimed in claim 2, wherein the towed submersible further comprises a pilot control operably coupled to at least one control surface and wherein the at least one control surface is adapted to control the pitch, yaw and roll of the submersible in use. 7.-10. (canceled)
 11. A system as claimed in claim 2, wherein the at least one control surface is adapted to inherently provide negative lift when the submersible is towed in use.
 12. A system as claimed in claim 2, wherein the towed submersible further comprises an umbilical attachment for attachment to an umbilical in use and wherein the umbilical comprises data connectivity and wherein the data connectivity comprises communication connectivity. 13.-21. (canceled)
 22. A system as claimed in claim 2, wherein the towed submersible further comprises an emergency propulsion system.
 23. A system as claimed in claim 22, wherein the emergency propulsion system comprises thrusters. 24.-25. (canceled)
 26. A system as claimed in claim 2, wherein the towed submersible further comprises at least one escape hatch and wherein the at least one escape hatch is upwardly located. 27.-31. (canceled)
 32. A system as claimed in claim 2, wherein the watertight access hatch is substantially domed. 33.-34. (canceled)
 35. A system as claimed in claim 1, wherein the docking bay is located substantially centrally within the docking station.
 36. A system as claimed in claim 35, wherein the docking bay comprises a rail system and a submersible engaging frame adapted for releasing and engaging the submersible, the submersible engaging frame adapted to travel along the rail system such that wherein, in the docked configuration, the submersible engaging frame is raised, and wherein, in the deployed configuration, the submersible engaging frame is lowered.
 37. A system as claimed in claim 36, wherein the submersible engaging frame comprises at least one of padding and strapping for protecting and securing the submersible in use.
 38. A system as claimed in claim 36, wherein the rail system is shaped such that the submersible engaging frame travels along a deployment trajectory as the docking bay transitions between the docked configuration and the deployed configuration.
 39. A system as claimed in claim 38, wherein the deployment trajectory comprises an initially rearwardly moving.
 40. A system as claimed in claim 39, wherein the trajectory further comprises a subsequently downwardly moving portion wherein the submersible engaging frame is lowered to the water.
 41. A system as claimed in claim 40, wherein the rail system is adapted such that when the engaging frame is lowered, the submersible engaging frame is adapted to rotate such that the submersible engaging frame is rearwardly downwardly angled such that the submersible enters the water at an angle. 42.-53. (canceled) 